Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.
by the ! " # " "  # STRATEGY Response to General Public, Urban Demand Responsive Services $ $ # " % % $ & " ' #
! "# ! $ ! " # $ %& " ' " ( )* + ",#- ).* / - 0.* !11 2 3 4## + " 5 # # 4" 6171 671 + "8 - 1 .9 2 4 / ) 2 & / 19 111 2 4 / . !. 11 2 & / 8# $8 ! 7 + + 3 + "8 :3 11 #2 4 / ##211 #2 & / : 2 4 / # "#; :## " # +< , . 3 3 # " # " )1 2 4 / . !1 2 & / 17!) "# # #< =: & < 2 4" 6171 6711 + "8 - !11 3 4 / & / 4 / : ).)& / 7 9& / 7 %' (
(c ) ! " #$# % & ' "(# % ' ) %' * + ,# ! " # %& ' (# % ' *- + , .+ /+%0# , 1 % 2"34 % "#45 +36 !" !7 + 89 ) ++ + 9 3, 9 + 1 : + ; + 1 +,"' + ( + 1 + "( + " + , 9 % ++ +%1 + 99 + % + < 8 , ! + + + = 1 = > 8 ? 1 0 ### "# / ,@ + % ,? % + + + + , !3 + $ 1 ++ A 0## %1 + % $ 7 + 89 ) + $, + % 18 3B0#9 B##@, 9 + + % + + C + , ! : ;A + 1 1 + A 1 + 1 + + +,! + % +/ 1 + + , ! % / :+ ; % +, = + + + + + % , ! + + % + 11 " + % 1 + 8 1 + % + % + , " :! @ + & ;:' %!% %; A: @ + ' ;A: + @ & ,; # $ % &' $ % ( )+ !
6-10 request. About 80 percent of boardings are by some form of call-in with 20 percent at the scheduled stops. The typical rider is described as a poor, elderly, or disabled passenger. Hamilton, Ohio. The Hamilton, Ohio (population 62,000) point deviation demand responsive system replaced eight fixed routes, which had been carrying about 1,100 riders per day. The entire system was converted to avoid the costs of a duplicative complementary paratransit service. A single pulse-point was established in downtown Hamilton where the point deviation routes came together on a timed-transfer schedule. The service area was divided into six (later, eight) wedges. A vehicle operated in each wedge, stopping at scheduled times at the downtown transfer point and a limited number of additional timepoints. The vehicles would also pick up and drop off passengers at any location within their assigned wedge and sometimes within adjacent wedges. Service hours and fares were the same as for the fixed route system. Passengers not traveling between timepoints were required to call a central dispatch at least one day prior to the desired travel day. Dispatching was partially decentralized; drivers could help each other. The transition from fixed-route to fully demand responsive service proved difficult. The initial response overwhelmed the call processing system. Because potential riders had difficulty requesting trips or obtaining information on how to use the service, ridership initially fell to about 600 per day. By the end of the first year, however, ridership had returned to prior levels. Subsequently, for unrelated legal/financial reasons, the City of Hamilton terminated all transit services (Melaniphy, 1999). Chippewa Falls, Wisconsin. In 1985, the City of Chippewa Falls, Wisconsin replaced fixed route services with a shared-ride taxi service. The fixed route service that had been provided through a contract between the City of Chippewa Falls and the Eau Claire Transit Commission included both intracity service and service between Chippewa Falls and Eau Claire. The shared-ride taxi service was limited to travel within Chippewa Falls. The adult fare per trip was increased from $0.50 to $1.50. A reduced fare was offered for trips pre-arranged one or more days in advance. Vehicle-hours of service increased from 10,417 for the fixed route system in the 1984 year to 12,811 for the shared-ride taxi service in 1986. Ridership declined from 107,000 in 1984 to 34,600 in 1986. Riders received both advantages and disadvantages when shared-ride taxi service replaced fixed route, fixed schedule operations. On the plus side, passengers were picked up and dropped off at origins or destinations; they did not need to walk to or from bus stops. Hours of service became 6:00 AM to 7:00 PM rather than 7:00 AM to 5:15 PM. On the negative side, passengers had to call for service. As noted, the base fare was increased from $0.50 to $1.50. Intercity service to Eau Claire was eliminated â much of the decline in ridership was attributed to this factor (Carter- Gobel Associates, 1987). Shakopee, Minnesota. In 1984, Shakopee, Minnesota, replaced fixed route bus operation with vanpool service for commuters, and dial-a-ride service for all with trip origins and destinations within the city limits. ADA service continued to be provided separately. The estimated 1989 population of this third tier Minneapolis suburb was 16,000, with a gross population density of 571 persons per square mile; less than 5 persons per acre throughout. As of changes made in March, 1988, subscription and advance call-in fares were $1.25 for adults, $1.00 for students and 75¢ for senior citizens. Fares for less than 24-hour notice were $2.00, $1.50
6-11 and $1.00, respectively. Marketing consisted of having the dial-a-ride phone number painted on the vans, and simple brochures mailed out once a year. The fixed route service that was replaced by the combined dial-a-ride and vanpool services carried 25 to 50 riders daily. The average weekday ridership on Shakopeeâs dial-a-ride alone was about 130 passengers in the first three quarters of 1988; on the order of 2.2 to 2.5 rides annually per inhabitant. Weekday daytime ridership was 1/4 senior citizens, 1/2 students, and 1/4 other general public, the latter mostly peak hour intra-city commuter trips. Evening and Saturday service, added in January, 1988, attracted mostly students with extra-curricular activities in the evening, but about 1/2 other general public on Saturdays. Service productivity was 0.32 passengers per vehicle mile. The October, 1987 through September, 1988 farebox recovery ratio was approximately 17 percent (Pratt, 1989). Norfolk, Virginia. In 1980, the Tidewater Transportation District Commission (TTDC), the transit agency serving Norfolk, Virginia, replaced several low productivity fixed route, fixed schedule routes in outer portions of the service area with demand responsive services known as Maxi-Taxi (later changed to Maxi-Ride). The demand responsive service operated as dial-a-ride within a designated service area and connected to TTDCâs fixed route services for travel to other portions of the service area. The fare for Maxi-Taxi was initially the same as it had been for the fixed route bus service and the revenue vehicle-hours operated per month was also either the same or not drastically different. The major changes were that riders had to place a telephone call to obtain service, and in return received curb-to-curb carriage. The reported monthly ridership for Bus Route 14 in late 1980 was 1,680. The average monthly ridership on the replacement Ocean View demand responsive service for the first six months of 1981 was 1,348, ranging from 1,242 in January to 1,617 in June prior to a fare increase. These data suggest an initial drop in ridership of about 25 percent, recovering over a six month period to nearly the same ridership as was carried by the fixed bus route. Results on other lines varied. Ridership in the Deep Creek service area nearly doubled compared to fixed route performance, whereas in the Coronado area ridership was halved (Becker and Echols, 1983). Further information is provided in the case study, âDemand Responsive Service in Low Productivity Areas â Norfolk.â Other Observations. Additional information on replacement of fixed route, fixed schedule operation with demand responsive service is provided by early dial-a-bus experimentation. Two of these early applications are summarized in Table 6-2 in terms of service characteristics and ridership, with comparison to the fixed route service replaced. In Columbia, Maryland, the prior fixed route service had an observed ridership of 60 to 80 per day. This increased to 240 per day when dial-a-bus service was instituted. The Bay Ridges, Ontario service change was accompanied by over a fourfold increase in daily ridership, from 109 to 460. This system provided feeder service to GO Train commuter rail, serving primarily commuters, and permitted riders to place âstanding ordersâ (Navin, 1974). 3 3 A reporting newly available as of this chapterâs publication indicates that âmore transit agencies are experimenting with flex routingâ (route deviation). An example given is Madison County Transitâs Route 6, in Illinois, where a flex route replacement for a lightly patronized fixed route was showing average ridership gains after two weeks of operation (Urban Transportation Monitor, 2003).
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
6-13 Table 6-3 Response to Introduction of Demand Responsive Service into Previously Unserved Areas Place and Year Demand Response Service Introduced Action Service Quantity Ridership Other Santa Clara County, CA (1974) Dial-a-ride service in 18 areas in the County. 39 to 75 vehicles 1,200 per day â 1st month 6,700 per day â 5th month Replaced by fixed route network Eden Prairie, Chanhassen and Chaska, MN (1986) Dial-a-ride service in three suburbs and a nearby shopping center following fixed route failure. 19,500 service miles in January, 1988 2,500 in January, 1988 Equivalent to 120 per day 0.13 passengers per vehicle mile (1988) Prince William County, VA (1995) Point deviation routes introduced in previously unserved area. 45 minute headway (generally) 104 per day â 1st month 1,000+ per day since July 1997 8.99 passengers per hour for five route system The last remnant of dial-a-ride service in Santa Clara County, serving 125 daily rides at a cost of 22 to 25 dollars each, was terminated in 1998 (Bogren, 1998). Eden Prairie, Chanhassen and Chaska, Minnesota. Southwest Metro, a joint operation by the Minneapolis suburbs of Eden Prairie, Chanhassen and Chaska, initiated dial-a-ride operation in 1986. ADA service was kept separate. The estimated 1989 population of these second and third tier suburbs totaled 49,000, with a gross population density of 645 persons per square mile and less than 5 persons per acre throughout. Dial-a-ride filled the gap left after failure of two out of three local fixed route bus lines, but for all practical purposes the market served was previously untapped. The dial-a-ride was focused on customers traveling internal to the three-city area as a whole and also to the Southdale shopping center and transit hub 4 miles from the boundary. Transfers to regional transit services were allowed but not promoted. Subscription and advance call-in fares were $1.00 for adults, 75¢ for students and 50¢ for senior citizens. Fares for less than 24-hour notice were $1.50, $1.00 and 75¢, respectively, with no guarantee of same-day service availability. Marketing cost was $100,000 in the startup year, reduced subsequently to between $35,000 and $50,000 per year, mostly for direct mail campaigns. The January 1989 average weekday ridership on Southwest Metroâs dial-a-ride was about 120 passengers, on the order of 0.5 rides annually per inhabitant after 26 months of operation. By way of comparison, the remaining fixed route local service carried about 33 weekday riders on the average weekday. Dial-a-ride ridership was about 15 percent senior citizens, 20 percent students, and 65 percent other general public. Other general public riders were thought to consist in large measure of blue collar workers using dial-a-ride in lieu of a second car; many were younger full time employees. Most riders were full time regular patrons, leading to an operation more like a subscription bus than pure dial-a-ride. The overall service productivity was 0.13 passengers per vehicle mile, with a farebox recovery ratio of 11.7 percent (Pratt, 1989).
6-14 Prince William County, Virginia. Prince William County is a primarily residential suburban area located about 25 miles southwest of Washington, DC. The County includes the cities of Manassas and Manassas Park. The 1990 population was 250,377 with a gross population density of 692 persons per square mile. For many years express commuter bus service had operated between Prince William County and Washington, DC, but there was no local intra-county transit service. In 1995, five point-deviation routes were introduced by the Potomac and Rappahannock Transportation Commission (PRTC). Three routes operated in the eastern portion of the County while two routes served the cities of Manassas and Manassas Park. Each route operates between fixed endpoints on a fixed schedule (generally every forty-five minutes). Fixed, on-route stops are located along the route about every two-thirds of a mile and the buses must pass these stops on each trip. In addition, buses will deviate off the route by as much as three-fourths of a mile in response to a request for service. Requests are made by telephone call to the central dispatcher, who then relays appropriate instructions to the appropriate bus driver. Service operates five days per week from roughly 7:30 AM to 6:30 PM. The fare is 75¢. All vehicles are fully accessible. Separate ADA complementary service is not required. Average daily demand response ridership during the first month of operations, April 1995, was 104 for three routes. Since July 1997, the five route system has consistently exceeded 1,000 boardings per day with a productivity of 11.67 passengers per hour on the three eastern county routes and 8.99 passengers per hour for the entire five route system. Additional information may be found in the case study âPoint Deviation Service in Outer Suburbs â Prince William County, Virginia.â Additional General Public, Urban Demand Responsive Service Information Information on other 1990s urban general public demand responsive operations is listed in Table 6-4 (Casey et al, 1998; Rosenbloom, 1998). The first listed, Arcadia, California, employs advanced technology. Phoenix, Arizona provides an example of using demand responsive service to provide mobility at times when low ridership is insufficient to support conventional bus service. In 1980 Sunday bus service was not being provided. A Sunday dial-a-ride taxi service was implemented in August of that year. Service hours were 8:00 AM to 3:00 PM. Service was obtained by calling the taxi operator; the required response time was 30 minutes. Ridership peaked at just over 1,400 per month both before and after a base fare increase from $1.00 to $1.50 accompanied by a zone fare increase from $0.25 to $0.50. The second ridership peak coincided with an extensive marketing campaign. Seniors, handicapped persons and children rode for half fare. Over 26 months, average ridership was 233 per Sunday, about 1,000 per month (Crain & Associates, 1983). Further details on this application are provided in the case study âDemand Responsive Service at Times of Lesser Demand â Phoenix.â Initially the vehicles were deployed during peak periods for a fixed route feeder service to Virginia Railway Express commuter rail (see âResponse by Type of Service and Strategyâ â âFeeder Routesâ â âResidential Commuter Rail Feedersâ in Chapter 10, âBus Routing and Coverageâ). These feeder operations were eliminated after several years due to lack of ridership. Concurrently, the service hours for the demand responsive service were expanded.
6-15 Table 6-4 Ridership and Background Data for Additional Dial-a-Ride Services City and State Annual Ridership Year Other Arcadia, CA 140,000 FY 1996 18-vehicle fleet with automatic vehicle location and computer- assisted dispatching. Monrovia, CA (also serves surrounding areas) 100,000 FY 1996 7-vehicle fleet, manual dispatching, voice radio, no other technology. Bismark, ND (two adjacent communities) 143,000 (450-550 per day summer, 650- 700 winter) 1995 $1.25 in-town, $2.00 between towns, 24-hour advance reservation required, available 24 hours, 7 days a week. Sisseton, SD (population under 30,000) 94,000 ca. 1995 Focused on special schools, medical facilities, stores, casinos. Originally designed for elderly. Will attempt real-time response but 24-hour advance reservation officially required. Sources: California â Casey et al (1998); Dakotas â Rosenbloom (1998). An annual rides per capita usage rate is available or can be readily calculated or approximated for six of the area-wide, urban, general public, five-to-seven-day-a-week demand responsive system examples in the United States. This information is summarized in Table 6-5. Table 6-5 Annual Rides per Capita for Six U.S. Demand Responsive Systems Service Area Date Annual Rides per Capita Eden Prairie, Chanhassen, Chaska, MN 1988 0.5 Shakopee, MN 1988 2.2 to 2.5 Arcadia, CA FY 1996 2.9 Sisseton, SD ca. 1995 3.1 Hamilton, OH ca. 1994 about 5 Warsaw, IN 1998 6 to 7 Response to General Public Rural Demand Responsive Services Given the low density of demand for passenger transportation in rural areas, most general public rural services are operated in a demand responsive mode. In the early 1990s, it was estimated that about 6,000 agencies operated some form of demand responsive passenger transportation in the 2,400 rural counties in the United States. Rural passenger transportation services are often
6-16 operated by social service agencies to transport clients to and from program activity sites. Many such services are also available to the general public as part of a coordinated system. In circumstances where a large proportion of the service requests are âstanding orderâ trips, such as travel to work, regular trips to a health care facility, etc., the operation can approach that of a fixed route serving only advance requests â essentially a subscription service. The demand for passenger transportation services in rural areas is driven primarily by demographics, with the key determinant being the size of the population groups most likely to require passenger transportation â those who are elderly, those with a disability and those with low incomes. Several studies of the use of rural transit services have analyzed the effects of price and quality of service on ridership. Findings are summarized in Table 6-6. The analyses are based not on quasi- experimental studies of change in ridership on specific systems, but rather on comparative cross- sectional analysis of observed ridership on different systems. As a result, the elasticities identified may reflect both an unconstrained traveler response component and the effects of agencies matching the service supplied to the demand generated, or conversely, the effect of releasing supply limits on capacity-constrained ridership. Consequently, the higher service supply elasticities should be treated with extra caution. Service supply elasticities, and considerations affecting the advance reservation requirement elasticities, are discussed further under âChange in Service Parametersâ within âUnderlying Traveler Response Factors.â Table 6-6 Rural Demand Responsive Service Elasticities Market Segment Service Factor Elasticity Elderly Riders Monthly Vehicle Miles +0.786 (Lago and Burkhardt, 1980) Days in Advance Reservation Required - 0.107 High Probability Transit Riders Annual Vehicle Miles +1.099 (Burkhardt and Lago, 1978) Days in Advance Reservation Required - 0.217 Total Ridership 1984) Transit Vehicles per Square Mile +0.619 Trips (McIntyre et al, 1986) Vehicle Hours +1.0 Sources: See parenthetical entries in first column. TCRP Project B-3 examined the observed usage of rural passenger transportation services in thirty-nine counties across the nation chosen to be representative of typical population density and service characteristics. For many of these services but not all, no fare was charged. The ridership on services restricted to persons enrolled in specific programs, or to clients of specific agencies, was excluded from the analysis. Thus the trip rates reported are for travel on services open to any trips by either the general public or all persons within a particular market segment, such as the elderly. A set of relationships between the demand for service and the vehicle-miles of service per square mile of service area, i.e., the service density, was derived. These relationships, differentiated by type of patron, are illustrated in Figure 6-1 (SG Associates, 1995a and b). (Multisystems,
!" #$$%&'
6-18 The services in these counties exhibited wide variations in markets served, trip lengths, and service quality. The analysis found a small but positive relationship between observed ridership and the quantity of service provided. It was, however, difficult to separate cause and effect â whether there was greater ridership because of more service, or whether more service was being provided in response to greater demand. Within the range of most observations, less than 2,000 annual vehicle-miles per square mile, a close to linear relationship was found for each of the three defined markets. In the âmobility limitedâ and âpersons in povertyâ markets, the relationships equate to approximately an additional 1.2 trips per person per year for each 1,000 annual vehicle-miles per square mile added. The corresponding relationship for the âelderlyâ market equates to approximately 1.8 trips additional per person per year for each 1,000 added annual vehicle-miles per square mile. Per capita trip rates were seen to rise sharply above 2,000 annual vehicle-miles per square mile, to and beyond the point of implying an âelasticâ response to service, but this finding was based on limited data. Response to Demand Responsive Feeders to Fixed Routes Demand responsive services operating as feeders to fixed routes are typically used to provide coverage to lower density areas adjacent to or at the outer end of a fixed route transit corridor. These services can be âdistributorâ oriented (taking travelers from a fixed route to dispersed employment sites) or âcollectorâ oriented (bringing travelers from dispersed residential areas to the fixed route). Demand responsive distributors from commuter rail service have been used in Connecticut and New Jersey and from the Light Rail line in Santa Clara County, California. Two Santa Clara County distributors that employ a mix of fixed route and demand responsive service carry in the range of 80 to 160 riders per day (Cervero et al, 1995). Information on paratransit distributors, some of which may have demand responsive characteristics, is provided in Chapter 10, under Demand responsive feeders to commuter rail service have been used in the Chicago suburbs and New Jersey. An example is New Jersey Transit Route 977 connecting Lawrence and West Windsor with the Princeton Junction rail station (not to be confused with the multipurpose fixed route discussed in Chapter 10, âBus Routing and Coverageâ). Implemented in 1994-95, it provides five daily morning peak commute period trips which first call at two stops in Lawrence and then offer demand responsive service from West Windsor to the station. Routing in West Windsor varies daily based on customer reservations. Ridership was 7,700 annually as of 1996-97, with a 22.7 percent farebox recovery ratio. For those considering driving to the Princeton Junction station, time on the waiting list for a station parking space approaches two years (Michael Baker et al, 1997). An early dial-a-bus application to commuter rail feeder service in Bay Ridges, Ontario was discussed under âReplacement of Fixed Route Service by Demand Responsive Serviceâ in the section âResponse to General Public, Urban Demand Responsive Services.â It attracted 460 passenger trips per day. Demand responsive services at the outer ends of fixed route bus services are used in Norfolk, Virginia and Raleigh, North Carolina. The Norfolk area services carry roughly as many local passengers as transfer passengers and are described under âReplacement of Fixed Route Service by Demand Responsive Service.â An experiment using taxicabs as feeders to a fixed route bus âResponse by Type of Service and Strategyâ â âFeeder Routesâ â âEmployer Shuttle Rail Feeders.â
6-19 was conducted in St. Bernard Parish, Louisiana in 1976, attracting over 1,000 rides per month (Urban Institute, 1979). Taxi service has been used in Arlington County, Virginia as feeders to/distributors from Washington, DCâs MetroRail system at times of low demand. Service information and ridership for selected demand responsive feeders to fixed routes are summarized in Table 6-7. Table 6-7 Demand Responsive Feeders to Fixed Routes System / Date Peak Service Non-Peak Service Daily Riders Distributor from Light Rail Santa Clara County 1994 (Cervero et al, 1995) IBM Fixed Route Demand Response 15 Minutes or Less 160 Kaiser Fixed Route and Demand Response Fixed Route and Demand Response 85 Distributor from Commuter Rail Norwalk, Connecticut (Urbitran Associates) Merrit 7 Point Deviation Point Deviation 60 Feeder to Commuter Rail Peterborough, Canada 1975 (Miller, 1977) Taxi Service 215 West Windsor, New Jersey (NJT Route 977) 1996-97 (Michael Baker et al, 1997) Point Deviation 30 Feeder to Fixed Route Bus St. Bernard, Louisiana 1976 (Urban Institute, 1979) Taxi Service Over 1,000 per month Sources: See parenthetical entries in first column.
Response to ADA Complementary Services ! " # $ # % # & ' ( # ) # * + , - " . /0* , 11 , ,*( /2* *( +3 ,002- + - /
(thousands) (thousands)
6-22 On most ADA paratransit systems, frequent riders may place standing reservations for service, becoming âsubscriptionâ riders. ADA registrants in Chicago, for example, may obtain subscription service if they make the same trip at least 3 days a week (Chicago Transit Authority, 1998). In the 32 city TCRP Synthesis 30 sample, 18 systems reported the percentage of ADA paratransit trips made on a subscription basis. Excluding two systems reporting no subscription trips, the median value is 48 percent of all trips served on a subscription basis. Two-thirds of the systems that take subscriptions (92 percent of those reporting) fall in the 25 to 53 percent range (Weiner, 1998). Averages for the systems taking subscriptions, constructed by taking various approaches to treatment of imprecise-looking survey responses, vary from 42 to 45 percent subscription trips. Pace in suburban Chicago has taken the subscription concept one step further by establishing âADvAntageâ vanpools for disabled riders (see âPace Vanpool and Subscription Bus Programs in Suburban Chicagoâ in Chapter 5, âVanpools and Buspoolsâ). Advanced Public Transportation Systems are beginning to be applied in ADA paratransit service. Ann Arbor, Michigan serves approximately 150 clients a day using 8 lift-equipped vehicles with integrated computer-aided dispatch, automated scheduling and advanced communications. About 400 ADA clients a day not requiring lifts are served by taxi. The Santa Clara County, California paratransit provider has 65 vehicles equipped for automated scheduling and dispatching. The system supports interfacing with fixed route transit for eligible clients and real- time transfer schedule monitoring. No tally of mixed mode trips is available, but shared rides have increased from 38 to 55 percent, and total fleet size has been reduced from 200 to 130 vehicles in the face of a growing clientele (Casey, 1998). Social Service Transportation Transportation is provided by a vast array of social service agencies to enable eligible persons to participate in agency program activities. Most such transportation is akin to school bus transportation. Program clients are transported to and from the program location at times established by the agency. Some social service agencies will also transport program clients to activities of the clientâs choosing, such as shopping, as part of program transportation service. Ridership on social service agency transportation services is related primarily to program enrollment rather than service factors. TCRP Project B-3 collected data on rural social service program transportation demand and program participation rates. The best estimator of the number of trips associated with a social service program is the number of program participants. In general there is a direct linear relationship between the number of individuals eligible for and participating in a given social service program such as senior nutrition, and the demand for passenger transportation. Table 6-8 presents the suggested relationships for estimating the number of participants in various program types using readily available census data. Table 6-9 presents relationships for estimating the number of annual trips by program participants. Used in sequence, these relationships allow estimation of âprogram trips;â in other words, trips made by persons enrolled in social service programs traveling to and from destinations chosen by the program agency at times set by the agency (SG Associates, 1995a and b). There is apparently no comparable information available for urban social service program transportation demand. Anticipated TCRP Project B-28, âForecasting Demand for ADA Complementary Paratransit Services,â seeks to fill this gap with research slated to begin in FY 2004.
! "#"$ à ! " à !# $ % % & $ ' à (!) à *!"* +$ à !*) + % & $ à ! à *!" ,- . /"**% & $ % & $ à *!( .*/*** à *!"' ⥠/"**% & $ % & $ à !) + "!#) â¥*/*** à *! + *!( - $ . /"** à "! à !* ⥠/"** à ! + '!* - $ 0- 1 à )! à ! - $ 02+ ' à à !) - 3! à '! à !"* 4 "( à "!* à ! % - + . /#**% & $ % & $ à *! à ! ⥠/#**% & $ % & $ à "!( '*!' % - + % ' à )!'* à '!)( 5 - #" à )!# à !* 5 #" à #! à !"# +$67+ . "/*** "( "( à !(' .*/*** à !#" ⥠"/*** "( "( à !* + !) â¥*/*** à *!( + ! à *!)# &&2 -8992,9 % :8 ! 5 8;98 &&2<& =25=,<98=5 -2< 528925 %, > ((" ?!
!" # $%&'&( à ! ! ⥠à " â #$ ! ! % & à '( ! ! ) * à ! ! +, #" à (" à - # à # â¥#" à #( + (' à - â¥# à '# + $." , / & à ! ! , / %0, 1 & à "(# à - & à "( , / 04* & à #( ! ! 56 & à # . ! ! ) , * & à . ! ! ) , *% ) & à ( ! ! 7 , " à '(#" ! ! ⥠" à #( â #. ! ! 7 & à ! ! */89* & Participants à #( à - Days & Participants à &::4 ,;<<4+<&) =;% 6 6 ( )+& 2#'' 63(
